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Douglas DC-8

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The Douglas DC-8 (also known as the McDonnell Douglas DC-8) is a four-engine long range narrow-body jet airliner built from 1958 to 1972 by the Douglas Aircraft Company. Launched after the competing Boeing 707, the DC-8 nevertheless kept Douglas in a strong position in the airliner market, and remained in production until 1972 when it began to be superseded by larger wide-body designs, including the Boeing 747, McDonnell Douglas DC-10 and Lockheed L-1011 TriStar. The DC-8's design allowed it to hold slightly more cargo than the 707 and some re-engined DC-8s are still in use as freighters. In the post-World War II era, Douglas held a commanding position in the commercial aircraft market. Although Boeing had pointed the way to the modern all-metal airliner in 1933 with the 247, it was Douglas that, more than any other company, had made commercial air travel a reality. Douglas produced a succession of piston-engined aircraft through the 1930s, 1940s and 1950s: 138 DC-2s, 10,928 DC-3s (mostly for military service in WWII), 1453 DC-4s, 537 DC-6s and 226 DC-7s.

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* List of civil aircraft

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1958

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In limited cargo and transport use

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--09-18

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Douglas Aircraft McDonnell Douglas

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United States

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* Douglas DC-9

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1958-05-30

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* Boeing 707 * Convair 880 * Convair 990 * de Havilland Comet

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In the post-World War II era, Douglas held a commanding position in the commercial aircraft market. Although Boeing had pointed the way to the modern all-metal airliner in 1933 with the 247, it was Douglas that, more than any other company, had made commercial air travel a reality. Douglas produced a succession of piston-engined aircraft through the 1930s, 1940s and 1950s: 138 DC-2s, 10,928 DC-3s (mostly for military service in WWII), 1453 DC-4s, 537 DC-6s and 226 DC-7s. When De Havilland introduced the first jet-powered airliner, the Comet, in 1949, Douglas took the view that there was no reason to rush into anything new. Their US competitors at Lockheed and Convair felt the same way; that there would be a gradual switch from piston engines to turbines, and that the switch would be to the more fuel-efficient turboprop engines rather than pure jets. All three companies were working on a new generation of piston-engined designs, with an eye to turboprop conversion in the future. De Havilland's pioneering Comet entered airline service in 1952. Initially it was a success, but a series of fatal crashes in 1953 and 1954 resulted in the type being grounded until the cause could be discovered. Airlines cancelled orders for it, public confidence in the idea of jet transport plummeted, and it would take de Havilland four years to find and fix the problem. The cause of the Comet crashes was nothing to do with jet engines; it was a rapid metal fatigue failure brought on by cycling the high stresses in corners of the near-square windows from pressurizing the cabin to high altitudes and back. A new understanding of metal fatigue that the Comet investigation produced would play a vital part in the good safety record of later types like the DC-8. In 1952, Douglas remained the most successful of the commercial aircraft manufacturers. They had almost 300 orders on hand for the piston-engined DC-6 and its successor, the DC-7, which had yet to fly and was still two years away from commercial service. The Comet disasters, and the consequent airline lack of interest in jets, seemed to demonstrate the wisdom of their staying with propeller aircraft. The Douglas DC-8 (also known as the McDonnell Douglas DC-8) is a four-engine long range narrow-body jet airliner built from 1958 to 1972 by the Douglas Aircraft Company. Launched after the competing Boeing 707, the DC-8 nevertheless kept Douglas in a strong position in the airliner market, and remained in production until 1972 when it began to be superseded by larger wide-body designs, including the Boeing 747, McDonnell Douglas DC-10 and Lockheed L-1011 TriStar. The DC-8's design allowed it to hold slightly more cargo than the 707 and some re-engined DC-8s are still in use as freighters.